2024 BMW CE 02 electric motorcycle review

BMW is well aware of this fact. That’s why it hardly positions the CE 02, its latest C-series electric scooter, as the practical option. Skim the model's web page and descriptors like creative, fun, and stylish jump out; not specs like range and battery voltage. That’s no mistake.

The German marque hopes the CE 02 customer is less concerned with those details. It also expects that customer to be young. That’s evident in the model’s futuristic form and cyberpunk graphics. BMW goes as far as rejecting conventional titles like e-scooter and e-motorbike, calling it an e-Parkourer instead. 

Whether you find that label intentionally trendy or unintentionally hilarious, the CE 02 can’t simply hide behind hip decals and clever marketing. The e-scooter (let’s just call it what it is) still has to perform on the road. That’s where I come in. 

I’ll be the first to admit that I’m not the CE 02’s type. My middle-aged pragmatism doesn’t match its youthful flair. My tight purse strings don’t agree with its $9,069 price tag (in Highline trim). My daily commute is farther than the distance between frat row and the student union. However, my urban surroundings suit the e-scooter’s specifications and uses. Let’s start there, shall we?

On paper, on pavement

Photos alone will tell you that the CE 02 is compact. Its dimensions only drive that fact home. The wheelbase is a short 53.3 inches. The seat height is a low 29.5 inches. Its curb weight is 296 pounds (measured on the RevZilla West scales). Even its wheels are miniaturized at 14 inches, falling somewhere between a scooter and a mini-moto. That’s the kind of company the CE 02 keeps, with BMW listing Honda’s Grom, Vespa’s Primavera 150, and Kawasaki’s Z125 as the model’s main rivals. 

Similar to its competition, the e-scoot handles best in close quarters. It picks through traffic like a mouse in a maze. That’s thanks in part to its narrowness and lightweight construction. With much of its weight centrally located (and no top-heavy fuel tank to bear), the zero-two is impeccably balanced. Steering is predictable and precise, the two attributes you want when negotiating the millimeters between your handlebar and a car’s side mirror. 

The CE 02 is just as comparable in the power department. Many 125-class models top out around 55 to 60 mph. BMW claims a 59 mph top speed for the CE. That’s not giving it full credit, though. The speedometer often reads 63 mph before the 02 limits further acceleration; a laudable figure considering that BMW lists the air-cooled, current-excited synchronous motor at 8 horsepower (15 horsepower peak).

At the same time, BMW believes the e-scooter performs equivalent to a 200 cc combustion engine, which explains the “02” surname. That might be a gap too far to bridge, unfortunately. California prohibits motorcycles and scooters under 150 cc from freeway use. Although BMW positions the model as 200 cc-equivalent, its stature and performance is much more akin to a 125 cc mini-moto. And yet, the CE 02 is still permitted on the freeway. 

California’s 150 cc restriction only applies to motorcycles and scooters powered by internal combustion engines, not electric motors. Low-speed electric vehicles are also banned on Golden State freeways, but the CE 02 doesn’t qualify for that category either. Still, the thought of merging onto Interstate 405 at full speed was nothing short of nightmare fuel. That’s why I often clung to city streets, where the CE 02 truly belongs. 

With 40.6 foot-pounds of torque at my beck and call, each light felt more like a starting gate. Feeling lucky, Dodge Caravan? Eat my dust. Wanna go, Nissan Sentra? Buh-bye. Sure, none of the drivers knew we were racing. Yes, they overtook me a half mile down the road. But, that head start often separated me from heavier traffic and potential danger. Not to mention, the ego boost that came along with it. (I'm not gonna lie.)

My surface-street commute wasn’t just one-sided drag races. It came with its own set of drawbacks too. For one, covering 22 miles meant spending nearly an hour in the saddle. That’s almost double my normal commute time, which totals around 25 minutes when I’m not circumnavigating highways. Sitting on the CE 02 for such a prolonged period wasn’t just tedious. It wasn’t easy on my posterior either. 

Before I dive into the bench seat’s shortcomings, I need to thank my stars for the CE 02’s well damped suspension. The 37 mm inverted fork and single rear shock performed admirably over potholes and bumps, at slow speeds and fast speeds. Only hitting the largest bumps at high velocity foiled the setup’s composure. To that end, the suspension preserved as much comfort as possible. It still wasn’t enough. 

Sitting on the CE 02’s seat is like straddling a soft-top surf board, except you’re not floating on water, you’re clattering over beat-up city streets. At 20 minutes in, I was shifting my weight from cheek to cheek. By 40 minutes, I could feel the seams of my riding jeans imprinted on my buns. I get it, the bench seat completes the look. It’s whatever slang term Gen Z is using for “cool” these days. Whatever that is, I can tell you it isn’t a synonym for comfortable. The model’s 12-pound charger only compounded that discomfort. I’ll explain.

Charging challenges

To keep the CE 02’s weight manageable, BMW elected for an air-cooled motor. Lower-voltage systems don’t necessitate liquid cooling, saving weight, in turn. That build philosophy extends beyond the motor itself. Instead of integrating the charging electronics into the vehicle, BMW built them into its charger pack. About the size of a first aid kit, the external charger wouldn’t be such an inconvenience if it wasn’t the only way to recharge the electric scooter. 

Because the low-voltage e-scooter doesn’t support Level 2 charging, BMW developed a proprietary socket. This limits the model to wall outlets, as charging station plugs aren’t compatible with the CE 02’s port. That doesn’t pose a problem if you can complete your round trip on a single charge. My daily commute isn’t one of those trips.

I regularly arrived at the RevZilla West office with 22 miles on the trip meter and around 30% of remaining charge. More than enough range to get to work, not enough for the return trip home. Wherever I went, the charger went too. A backpack presented an early solution, but with my laptop, lunch, and charger in tow, the bag added 20 pounds to my back. Far from ideal. BMW offers a saddlebag that accommodates the bulky charger but one wasn’t available during my loan period. So, I simply lashed the charger to the front portion of the seat with a single ROK Strap. What my makeshift luggage rack lacked in sophistication it made up for with effectiveness.

It’s worth acknowledging that my place of work offers a garage with ample access to wall sockets. Most young professionals and students don’t enjoy similar luxuries. Yes, many office parking lots include EV charging stations nowadays, but CE 02 users wouldn’t benefit from such amenities. That inflexibility presents challenges in several other situations. 

Wall outlets aren’t accessible in my apartment building’s parking structure. This raised an issue with the Ryvid Anthem I tested, as well. However, Ryvid included a Level 2 converter with the Anthem, allowing me to hook it up to a nearby charging station. Voilà. Problem solved. That’s not an option with the CE 02. In order to charge the 48 V batteries at home, I needed to remove them from the vehicle and hoist them up to my third-floor apartment. Mind you, each of the two batteries weighs 30.5 pounds. No wonder I felt ready to compete in the the CrossFit Games by week’s end.  

It’s hard to believe that young adults and dorm dwellers wouldn’t struggle with similar situations. Lugging bulky batteries up two flights of stairs may be sweat off my back (literally) but it isn’t money out of my pocket. I can’t say the same for the paying customer. That’s why the CE 02’s charging restrictions could be a deal breaker for many buyers. It’s limited range may turn even more away.

At a distance

The CE’s two 1.96 kWh lithium-ion batteries carry a total charge of 3.92 kWh, which theoretically nets a maximum range of 56 miles, per BMW. One factor that greatly influences the practical range is the selected ride mode. The base model comes standard with Flow (gentle acceleration and medium regenerative braking) and Surf (direct throttle response and no regen). The optional Flash mode, which is exclusive to the Highline package, pairs dynamic acceleration with aggressive regen.    

While Flow is easily the most conservative and economical setting, Flash often yielded more mileage than Surf. I chalk that up to Flow and Flash’s regenerative braking. To me, riding an electric without using regen is like frying bacon without a shirt. High risk, low reward. Sure, regen only recovers an extra mile or two over the course of the trip, but that could be the difference between reaching or not reaching your destination. Or in the CE 02’s case, reaching your destination or calling a tow truck.

During one endurance test, I grew a little too confident in the e-scooter’s abilities. With about 20% of remaining charge and eight miles of estimated range, I thought, “I’m about eight miles from home. I’ll be fine.” Famous. Last. Words. Once the battery reached 15% charge, the CE defaulted to Turtle mode, wherein the system maximizes the remaining range by softening acceleration and limiting top speed to 32 mph. Of course, I learned all this while riding in a 45 mph zone.

After receiving my fair share of aggressive overtakes and spicy hand gestures, I peeled off the main road and onto residentials. For the next half hour, I limped the CE 02 through side streets at 15 to 20 mph. It was home or bust. I had no other option. I couldn’t simply pull into a charging station. Forget range anxiety, it was a full-blown panic attack. 

“What if it shuts down? Does BMW have a tow service? Oh, finally, a downhill section!”

By the time I turned onto my street, the microdash read 1% charge and 0 miles of range. Me, myself, and my anxiety breathed a collective sigh of relief. I made it. I was home safe. So, I figured why not run the battery down completely. Even when the display reported 0% charge, the scooter continued to circle my block. Only after recording another two miles did the CE 02 finally power down. I wasn’t sure if I should be angry or impressed. 

When it was all said and done, the e-scoot clocked 46.26 miles during that single trip. That’s not the 56 miles claimed by BMW, but it’s more than I was anticipating. On average, I traveled between 36 and 38 miles before the CE 02’s battery-preserving measures kicked in at 15% of charge. After a full week of endurance testing, it’s safe to say my nerves were fried. And yet, I still had one more test to complete. One I was avoiding for some time. 

Freeway blues

Southland freeways have two modes: crawling and speeding. There is no in-between. The baby Beemer can handle the former. The latter, not so much. That’s why I was relieved when I merged into the right lane of Interstate 405. Gliding through traffic comes naturally to the CE 02. It simply floats past cars and commercial trucks without as much as a peep. It was another story once the flow of traffic sped up. All wasn’t lost, though. As long as I stuck to the slow lane.

Amongst the 18-wheelers, the 02 kept pace just fine. Like a pilot fish clinging to the dorsal fin of a shark, sticking with the truckers warded off other motorists. I hadn’t a care in the world, drafting along at 55 to 60 mph. Soon enough, I arrived at the office. In just 28 minutes, at that. I expected the same experience on the return trip home. Boy, was I in for a rude awakening. 

The traffic patterns on southbound 405 are vastly different than those of northbound 405’s. At least for the stretch between my apartment in Culver City and the RevZilla office in Carson. That was abundantly clear when I entered the freeway at Wilmington Avenue. Even with the CE 02 riding at top speed (63 mph), I was still a moving chicane. Things only got worse from there. 

With the throttle pinned for more than five miles, the scooter suddenly entered its power-reserve mode, which is designed to provide some relief for the air-cooled motor. But, it also restricts the vehicle’s top speed to just 56 mph. Never did I think that 7 mph would make such a big difference. If I was flustered then, I was terrified now. The only solution was to take the nearest exit and navigate home via surface streets. 

Admittedly, I was frustrated and demoralized. I expected to get home in just 28 minutes. It took 56 minutes instead. Sometimes, a taste of the freeway is worse than none at all. For that reason, I stuck to city streets for the remainder of my time with the e-scooter. It may not be prohibited from the freeway, but that doesn’t mean it belongs there. That, among other things, should be considered if you’re shopping for a CE 02. 

Against the odds

Electric vehicles have several factors working against them. Range, charge times, price, just to name a few. In time, technology will close the gap, but current EVs still have to contend with these challenges. Unfortunately, BMW doesn’t make things any easier on the CE 02. 

The e-scooter has several things going for it. It’s quick off the line. It’s light, agile, and well-suspended. Like most electrics, it’s also user-friendly. The CE 02 can be everything BMW says it is — creative, fun, and stylish — but its limitations often overshadow those strengths. The lack of charging compatibility is chief among them. Electric charging infrastructure (or lack thereof) already deters many would-be adopters. The model’s limited charging options, in addition to its limited top speed and range, only stand to deter more.   

In the end, I had to ask myself, “Who is the CE 02 for?” Well, it’s for those with a wall socket in their garage. It’s for those who commute or go for joy rides within 40 miles of their home. And it’s for those with $7,599 to spend. If those circumstances match your lifestyle, the e-Parkourer could be a welcome addition to your stable. Otherwise, the CE 02 is just fighting an even steeper uphill battle.

2024 BMW CE 02
Price (MSRP)	$9,069 (as tested), $7,599 (base model)
Motor	Air-cooled excited synchronous
Transmission, final drive	Intermediate shaft, belt final drive
Claimed horsepower	15 peak, 8 nominal
Claimed torque	40.6 foot-pounds @ 0-1,000 rpm
Frame	Tubular steel, double-loop frame
Front suspension	37 mm fork, non-adjustable; 4.6 inches of travel
Rear suspension	Spring/shock absorber; 4.6 inches of travel
Front brake	Single two-piston caliper, 9.4-inch (238.76 mm) disc with ABS
Rear brake	Single-piston caliper, 8.7-inch (220.98 mm) disc
Rake, trail	24.5 degrees, 3.6 inches
Wheelbase	53.3 inches
Seat height	29.5 inches
Claimed range	56 miles (city)
Claimed battery capacity	3.92 kWh nominal
Claimed charge time	3.83 hours @ 110-120 V (0%-80%)
Tires	120/80-14 front, 150/70-14 rear
Measured weight	296 pounds
Available	Now
Warranty	36 months
More info	bmwmotorcycles.com